6059,72,96,97,(A,FA,FMS,MS mode E)MAA

6098,99,100,101(MS,FMS,A,FA mode C)MAA

308MAA, 348MAE (FMS,MS)

Pressure Waves / Gas Exchange

ad0349@coventry.ac.uk
Hiroki Toyoda 1

Assistant Professor in Motorsport Engineering

Twin Barrel Throttle
Single Barrel Throttle
Laser Clad Welded Valve seat
Press fit Valve seat

Laser Clad Welded Valve seat

 Revision
Inlet Manifold pressure waves
Air Induction

P inlet entry

P inlet exit
 Pressure Waves
• When an engine is running, there are high and low
pressure waves moving in the inlet runners. The air
flowing down the port has mass and velocity, and
consequently inertia.

• The pressure waves are caused by the inertia of the air

(the exhaust gas outflow generates them as well) and the
opening and closing of the valves themselves.
 Air Velocity

• γ = Adiabatic Index of Expansion (1.4 @ 20 Celsius Dry Air)

– R = gas constant (287j/kg K)
– T = temperature (K)

Calculate velocity at 20 C Dry air

343m/s (dry air, 20 C = 293K )

– Intake Air design velocity range

– 331m/s (dry air, 0c = 273K)
– 360m/s (dry air, 50c=323K)
 Fraction of a second
• 6000rpm =100rps
• Time/Rev = 0.010sec (10 milli sec) / Rev
• Time/1 deg Crank angle = 28e-5 (28 micro sec) / deg
• Sensor Frequency 36000 Hz (36K Hz) for cylinder
pressure data log in 1 deg resolution.
rpm 6000 12000 18000
rps 100 200 300
mSec / rev 0.010 0.005 0.003
MicroSec / 1 deg CR 0.028 0.014 0.009
KHz 36 72 108
Combustion visualisation by High speed camera
 Volumetric Efficiency
• Due to the short cycle time at high engine speeds and flow restrictions
through the intake valve less than ideal amount of air enters the cylinder.
• The effectiveness of an engine to induct air into the cylinders is measured
by the volumetric efficiency:

where ra is the density of air at atmospheric conditions

Po, To and for an ideal gas ra =Po / RaTo and Ra = 0.287
kJ/kg-K (at standard conditions ra= 1.181 kg/m3)

• Heat transfer between pipes, cylinder wall and fluid (especially at low engine speed)
• Pressure drop between ambient conditions and cylinder.
• Friction specially at high engine speed
• Compressibility of Air (high engine speed)
• Valves does not open and close instantaneously.
• High mean piston speed, inertia effects over the gases (high engine speed)
 Factors which affect volumetric efficiency
Factors which affect volumetric
efficiency
Working parameters Intake and exhaust design
• Engine speed • Number of Valves
• Engine load • Valve timing
• Ambient pressure • Valve Overlap
• Ambient temperature • Port design
• Area and shape of valves
• Humidity
• Intake and exhaust pipes
• 1/lambda
• S/B ratio (Valve size limit)
• Coolant temperature
• Flow compressibility
• Fuel vaporisation
• MPI vs GDI
 Factors which affect volumetric efficiency

Solutions: Increase intake valve size, more number of valves, better

valve design
Volumetric efficiency

Net work (J)

Engine speed (rpm) Engine speed (rpm)

 Induction WAVE tuning
• Ideally, a high-pressure wave approaches the intake valve before it closes IVC
and just as it opens IVO, over-filling the cylinder with a little more air/fuel
mixture. This is the principle of WAVE tuning.
 Valve Timing / Cylinder Pressure

Valve timing
Cyl Pressure

1. EVO: Exhaust Pressure (blow down) aids expelling gases

2. IVO: Reduce air flow resistance for intake, Exhaust gas velocity
aids intake and vice versa
3. EVC: Incoming charge scavenges exhaust
4. IVC: Incoming Charge Ram Effect
IN & EX Valve lift

Overlapping

Expansion Exhaust Intake Compression

TDC EVO BDC IVO EVC BDC IVC Time/CAD

OL TDC 12
 Wave dynamics (wave tuning) Intake manifold
Objective: High intake port pressure around IVC

P In-cylinder < P Intake port @IVO & IVC

Intake port
pressure

Cylinder
pressure

Possibility to increase 25% volumetric efficiency wave effects + inertia/ram effects

14
 Reflection Waves

11
 Reflection Waves
• Once that negative pressure wave reaches the intake open end, it is reflected
as a positive pressure wave. That positive pressure wave travels back toward
the cylinder.

If it reaches the inlet valve just @ IVO, it will force a little more air into the
cylinder.
 Secondary waves
• The same thing happens to the secondary wave - it travels up the intake and is
reflected at the intake open end as a positive pressure wave.

If the intake runner length is correct for the rpm range, the positive pressure will
be at the valve just prior to it's closing IVC and help better fill the cylinder.
This will also help to reduce intake reversion flow with long duration cams.
 Third Waves
• The third and most complex cause of pressure waves is when the intake valve
closes IVC.

Any velocity left in the intake port column of air will make high pressure at the back
of the valve. This high-pressure wave travels toward the intake open end and is
reflected and inverted as a low-pressure wave.
 Exhaust scavenging (Ex Wave effect)

• The second cause of pressure waves is the exhaust system. If you have
a good exhaust system that scavenges the cylinders efficiently, during
the valve overlap period there will be a negative pressure wave as the
exhaust is scavenging and this helps to pull in the fresh intake charge.
 Pressure Wave Velocity
• The pressure waves travel at the speed of sound. In hot intake air it will be
about 330 – 380 meter per second.
• Engine rpm does not affect the speed of the pressure waves and this is why
induction wave tuning only works in a narrow rpm range.
• This is why Variable system such as Variable Intake system, Variable Valve
Timing system developed.
Variable inlet system
END
FigXX, Wave pressure IN & EX @XXXXrpm